Electric railway.



PATENTED OCT. 9, 1906.

M. E. BAILEY. ELECTRIC RAILWAY. APPLICATION FILED MAY27,1905.

2 SHEEfIS SHEBT 1.

No. 883,017. PATENTIED OGT. 9, 1906.

. M. E. BAILEY. ELEOTRN RAILWAY.

APPLICATION FILED MAY 27, 1905.

2 SHEETS-SHEET 2.

UNITED STATES PATENT OFFICE.

MILES E. BAILEY, OF WASHINGTON, DISTRICT OF COLUMBIA. ELECTRIC RAILWAY.

Specification of Letters Patent.

Patented Oct. 9, 1906.

To all whom it may concern:

Be it known that I, MILEs E. BAILEY, a citizen of the United States, residing at Washington, in the District of Columbia, have invented certain new and useful Improvements in Electric Railways, of which the following is a specification.

My invention is designed as an improvement in miniature electrical rails, one object being to provide a mechanism of this descrip tion suitable for to s or window-displays wherein the train or car being placed on a straight track as distinguished from a circulartracl: will automatically reverse itself.

A further object is the provision of mechanism of this nature wherein the main track .on the siding spectivcly.

certain novel details siding n and out.

13 provided with a siding, each end of which siding is connected to the main track or line, and means forautomaticall connecting and disconnecting the siding wit a suitable electrical current whereby a car on the siding may be left dead or cut in to 'cause it to remain or to move ofl the siding, re-

My invention further consists in the provision of a ma n track anda sidlng communicatmg at each end with the main line, in combination with a car or train on the main line and means for reversing the direction of movement of the car or tram, a car or tram on the siding, and means operatedby the two cars or trains for cutting the siding in and out, the cars or trains alternately designed to take the siding automatically.

In carrying out my invention I provide of construction and combinations of parts,'such as will be more fully set forth hereinafter and particularly pointed out in the claims. I

In the accompanying drawings, Figure 1 is a plan view of the track and siding. Fig. 2 is a detail perspective view of one of the reversing or track devices. spective view of the means for cutting the i Fig. 4 is a' perspective view of the car device, and Fig. 5 is a view in side elevation of the same.

.l he siding consists of two rails 3 ing parallel with the main Fig. 3 is a detail per' if desired. At .the points where the siding joins the main track the rail 2 of the main line adjacent the siding is broken, as at 5 6 and 7 8, for the purpose of breaking the cir 6o tute continuations of the main-line rail 2 and extend or span the space between the lead rails. of the siding at each end of juncture-point thereof with the main line, said sections 9 and 10 being spaced apart from the remainder of the insulation. The rail 2, therefore, adjacent the siding consists of three separate pieces the sections 9 and 10 and the connecting-rail 11, extending between the sections 9 and 10* the rail 2 thus 11 formed therein, the rail 11 being out of contact or spaced apart from the adjacent ends oftlfe sections 9 and 10, but electrically connected to rail 2, as shown in Fig. 1. If derail 2, such spaces serving as aving four insulating-spaces 7 5 sired, the sections 9, 10, and 11 may be connected to rail 2 by switch-plates; but as this would increase the cost of. manufacture the illustrated form is preferred. The sidingproper consists of the rails 3 and 4. At the ends of the outer lead-rails 12 12, which may be virtually continuations of the mainline rail 2, being bent or offset from the main-line rail and having their free ends in alinement, but out of contact with or spaced apart from the opposite ends of the outer siding-rail 3. At one end of the siding a stationary inner lead-rail 13 is secured across the main-linetrack, one end lying adjacent to but out of contact with the adjacent ends of sections 9 and 11, the opposite end of lead-rail 13 lying close to but out of contact with the main: line rail -1, the ends of the lead-rail 13 being just far enough away from the main-line rails to permit the passage of the wheel-flanges therebetween. A similar inner lead-rail 14 is located at theopposite end of the siding; but this latter rail also consists in part of a pivoted track-switch 15, the free end of which is normally held against the inner face of the main-track rail 1 by means of a slight spring or other suitable yielding member. (Not shown.) The inner lead-rails of course munieate with but are spaced apart from the inner rail 4. of the siding. It may also be proper to mention at this point that if thesidrail 3 are located the outer com mg 1s arranged to lie parallel withand adja- 1 cent to the main line the ties 16 16 may be extended so as to support the siding-rails, as

well as themain-line rails, in,the mannershown. The ties are of 'course'formed of wood or insulated from the: rails in any suitable manner, and it will be understood that iaain-line rails 1 and 2 and between the opposite ends cfthe siding, although this location is not absolutel-yzessential, is a switch-box 17',

having-a contact-point 18 thereon connected to one o' irthesidingrails zas 4, by any suit-- the rail 3 J of the-siding and theoonneoting-rail v1, 1 .of rail- 2 being connected by means of-awire 19; and-v pivotally mountedonthe switch-box 17! Ba em an rfas a Wire ier-instance.

switch-arm 20, connected with the live rail 1 of the ,main line, and adapted to engage the contact .18, whereby-a. circuit is formed from rail 1 through thearm to the contact-- point, theliceto railwi .oi-the siding, thence throughawar on the siding to rail 3, and

thence back to member :1 l lof rail 2, which" membenis separateiy'connected with the- The outer free end of the electrical source. arm is connected, by means of a rod- 21, to a lever 22, journaled on theside ofonc of the ties ldnear the stationary inner lead-rail 13, the ends of the lever being cranked, as shown at 23 and 24, cranked end 23 lying adjacent the'outer lead-rail 12 and crank 24 located at a point intermediate the main-line rails 1 and 2, whereit will be out of the way of cars passing in either direction. In fact, the crank 24 is "for the purpose of preventing endwise movement of the lever in one direction and to afford a means for pivotally fastening the connecting rod thereto. The connectingrod 21 is also extended in the opposite directionpast the switch-arm 20, where. it'is like wise pivotally securedto amember 25, piv-- otally supported on the side of 0I1630f the ties- 16 and located adjacent rail 2 or section 11' thereof, as may be, and within the road-bed between the rails 1 and 2 at a point near the track or lead switch 15.

From the foregoing it will be seen that a car moving in the direction of the arrow a will engage the member 25 and. move the arm 20 into engagement with its contact 18 to completea circuit through the siding-rails I; and 4,'thus energizing a car on the siding, which latter car in passing off the siding in the direction of'the arrow 1) will throw the lever 22 down by means of the engagement of a projection 32 on the car with crank 22, thereby cutting out the siding-circuit.

Located near opposite ends of the main line A and adjacent the live rail 1, but inside the road-bed, are the track devices 26 26, each of which consists of a plate suitably pivoted within a guiding-boxing 26, secured to .aeaow sufiicient strength tareturn the plate to upright position after it has been forced down. These plates by reason of their positions relative'to the ties are adapted to yield in but one direction, and when the car is proceeding toward the end of the main line the plates remain in upright position to operate the car device presently to be describedand actuate the latter to reverse the car.

I Each car 0 is provided-with a momma shown)'deriving its electrical energy from the rails, the direction ofrotati'on of themotor which may be constructed==inany suitable manner, the shaft 2801 thebontrollel being" extended downward through the controllerand then bent or turned outwardly at right angles,as at 29. A trip'30 is pivotally and loosely secured at its upper end'to one side of the motor-frame, the free end of which tri depends to a point adjacent the level of th ties and in alineinent' with the track devices arrnature being governedby? acontroller,'

- 26, so that as the car approaches one of the track devices near the end of the main line track device and be moved or swung' p031:

proceeds the trip will=movc away from the track device and when entirely "released therefrom will, 'by reason of' its own wei ht and its loose connection with the control er shaft ,fallback or downwarda slight distance without reversing the-controller, the right angled extension 29 being loosely andpivotallyconnected to the trip at apoi'nt intermediate its length by means o'f'a' bar 31. The provision for permitting the partial return of '9 s tively in a-rearward direction, and as-t-he car" the trip after its en'ga ement with the track electrically operated, to provide a stral'g'hlt track and means for automatically reversing the direction of movhment of the car thereon. lnstead a circular track has'heenprovided upon which a car or train continuously travels-in one direction only. When the motive power is electricity, such continuous travel consumes a very large amount bf electricity and is a source'of considerable expense.

In order to avoid so greater: Dense and at the same time to"provide'a' novel and easily-constructed device, I have. produced the invention heretofore set forth. A car or train is first placed on the siding, the arm 20 being out of engagement with the contact 18, thereby cutting out the sidingcircuit. A car or. train is then placed at that end of the main line marked D, care being -t1nuing some distance on the [taken to place the controller in the correct position to supply current to the motor to drive the car in the direction desired. If the car is placed between the switch and the track device 26, the controller may be at either limit ofits movement, being set by means of the handle on top of the controller-box, stops being provided to limit such movement of the controller-shaft; but it the car is placed on the extreme end of the main line behind the track device the control er should be set in the position necessary tocause the car to move toward the opposite end of the line, Power being communicated to the rails, the car on the main line will move toward the siding and over the section 9, thence along section 11, and when the car arrives overthe pivotally supported member 25 the stationary projection 32 on the car will strike such member and through the con necting-rod 21 will move the arm 20 into engagement with its contact-point 18, thereby cutting in the siding-circuit and simultaneously through the continuation of the rod moving the lever 22 .to raise the crank 23.

'The rail-section 11 will remain energized at all times and the siding will remain. energized until the siding-car throws the lever 22 to break the circuit. The car on the main track then forces aside the yieldin trackswitch 15 and passes onto the en of the main line, the adjacent ends of the sections 9, 10, and 11 being sufficiently close to each other to permit the wheels to run thereon and to take the rails without mishap, the yielding switch snapping back into place against the live rail 1 as soon as the car has passed. Asthe car nears the end of the main line the trip 30 engages the track device and automatically reverses frictionallyheld tion, as usual.

the controller, which is in such reversed or set posi- A slight amount of lost motion is provided to permit the trip to dropdown a short distance after passing the track device, as before set lorth, the car conmainline in the same direction owing to its impetus. As soon as the force of the motor overcomes the impetus 01 the car the latter moves backward along the main line, the trip 30 cngag ing and bending the adjacent track device downward in its passage thereover; but when the car reaches the track-switch 15 the car is shunted onto the siding along the leadrails and switch under its own impetus, since simultaneously with the completion. of the circuit through the siding, tol'ore set forth, the car originally placed hereon is pass off the siding in energized, and its controller having been previously set the car moves in the direction of the arrow 1) and, reaching the crank 23, throws the lever 22 down and moves the arm away from its contact 18, cutting out the'siding. The siding-car, however, under its own impetus passes onto the main line and, catching the circuit again, travels to the end of the main line, where the controller is automatically reversed and the car returned along the main line throughout its length. The movement of the main-line car over the member 25 cuts in the siding and energizes the car switched thereupon to cause it to the direction of the arrow 6, the impetus of the car having taken it onto the rails 3 i of the siding from the switch. This movement of. the two cars or trains is continued as long the track-circuit remains energized, the car alternately taking the siding and becoming dead until the siding-circuil' is again energized by the returning car.

It will be seen that the ends of sections 9 and 10 of rail 2 approach the adjacent ends of rail 2 and siding-rail 4 so closely as to just permit the passage of a freely therebetween, and, further, the track devices 26 and the member are placed on opposite sides of the track, although not necessarily between therails 1 and 2, so that the projection 32 will not engage the track devices nor trip engage the member 25.

The mechanism is also ailapted to be used. with an overhead or underground circuit instead of with the traclecircuit shown and is capable of other uses than loramuscment. lndeed'its princi ilcs may be applied with but little change to all or nearly all poweroperated traveling devices which move on tracks or on a certain d'eilined pathway. it will also be noted that many changes might be made in the forms and arrai'igement of the member 25 and its connected parts, the track devices 26, and the devir s, as well in other parts of my device, without departing from the spirit and scope of my invention, and hence I do not wish to limit myself to the exact constructionherein set forth; but,

Having thus fully disclosed my invention, whatI claim as new, and desire to secure by Letters Patent, is-- 1. An automatic electric-railway system comprising cars, a main line and a siding insulated therefrom and con'imunicating therewith, means for cutting'thc siding in and out of circuit with the main line, a movable mem: her on one side of the main line controlling the actuation of the circuit-controlling means, track devices located on the opposite side of the main line, and means located on opposite sides of the car adapted to operate the movable member and to be operated by the track devices respectively.

2. In an automaticelectric-railway sys- IIO tem, the combination with a main line, of a siding insulated therefrom and communicating therewith, means connecting the siding means connecting the lever,

i lever, the

with a source of electrical supply, a makeand-break device interposed in said means, a car-operated lever journaled near one end of the siding, a car-operated movable member located near the opposite end of the siding, the movable member and the m akeand-break device, and means for shunting a car onto the siding.

3. In an automatic railway system, the combination with an energized main line, of a siding insulated-therefrom and communieating therewith, a car-operated cranked lever journaled near one end of the siding, a car-operated member located near the opposite end of the siding, means for electrically connecting the siding and main line, a makeand-break device interposed in the lastnamed means, means connecting the cranked member and the make-and-break device, and means for automatically shunting a car onto the siding.

4. The combination, in an automatic electric railway, of a normally energized main line, a siding insulated therefrom and communicating therewith, a switch-arm normally connected with the live rail of the main line, a contact-point adapted to be engaged by the switch, means connecting the contact-point and one rail of the siding, means connecting the remaining siding and main-line rails, caroperated means located siding and connected to the switch-arm and means for automatically shunting a car onto the siding.

5. In an automatic electric-railway sys tem, the combination sidin insulated therefrom and communicating t erewith, means connecting thg siding with a source of electrical supp y, makeand-break device interposed in said means, a car-operated lever journaled near one end of the siding, a car-operated movable member located near the opposite end of the sidin and means connecting the lever, the movab e member and the make-and-break device.

4 .6. In an automatic electric-railwa system, the combination with an energize main. line, of a siding insulated therefrom and communicating therewith, a car operated with a main line, of a,

near each end of the operated means municating therewith, a switch-arm normally connected with one rail of the main line, a contact-point adapted to be engaged by the switch, means connecting the contactpoint and one rail of the siding, means connecting the remaining siding and main-line rails, and car-operated means located near each end of the siding and connected to the switch-arm.

8. The combination in an automatic electric railway, of a normally energized main line, the ends of, which are separated from each other, a siding insulated from and com; municating with the main line, cars adapted to operate on said siding and main line, carfor cutting the siding into and out of circuit with the mainline, controller-shafts on the cars, a lateral extension carried by the shafts, trips pivotally mounted on the cars, means connecting extensions and track devices engaged trips to reverse'the controller-shafts.

9. The combination in a railway, with a car and a track on. which it runs, of va track device, a controller-shaft on the car, loosely mounted necting the trip and shaft, the trip-enga by the track device to reverse the controller shaft, the connection between the trip and shaft being loose topermit-a slight amount of lost motion to allow thetrip to partially return to its lowest position automatically .after its engagement with the track device.

In testimony whereof I have signed my name hereto in the presence of two subscribing witnesses.

Mites E. BAILEY.-

Witnesses GLARENGE J; FOSTER,

A. L. FosTEn.

the trips arlild y t e god 1, 

